Railway safe-running device.



' Patented July 18, 1916.

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APPLICATION FILED MAY 8,19II.

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ARTHUR REGINALD ANGUS, OF SPI'I' ROAD MOST/IAN, NEN SOUTH WALES,AUSTRALIA.

RAILWAY SAFE-RUNNING DEVICE.

Specification of Letters Patent. Patented July 18, 1916,

Application filed May 8,1911. Serial No. 625,745.

To all whom it may concern:

Be it known that I, ARTHUR REGINALD Axons, a subject of the King ofGreat Britain, residing at Spit Road Mosman, in the State of New SouthWales and Commonwealth of Australia, solicitor, have invented a new anduseful Improvement in or Relating to Railway Safe-Running Devices, ofwhich the following is a specification.

This invention is intended to form one of a series of somewhat similarinventions by the same inventor having for object the elimination oftherisk of collisions between railway trains which is due to thepersonal equation.

The invention relates to electrical train protecting apparatuscomprising train apparatus and track apparatus intended to enable atrain to protect itself automatically from collision with another trainand it has for,

object, inter alia, to provide such apparatus that will be safeandreliable not only as re gards the personal equation, but also as regardsthe risk of accident owing to failure, such as hereinafter mentioned, ofelectrica devices. The invention, which consists of the various featureshereinafter defined in the claims, is illustrated by the accompanyingdrawings, which represent by way of example apparatus constructed andarranged in accordance therewith. v

Figures 1 1 and 1 constitute adiagram of the connections on a locomotiveand of the connections of track switching instruments as determined bycontact of the locomotive with difi'erent track contacts, the operatingcoils of the polarized relays of the said switching instruments beingconnected in series with the operating coils of locking de-' vices. Fig.2 is a diagrammatic elevation of a series of track contacts used at oneend of a section, the series at the other end of the section beingarranged in the reverse order. Figs. 3 and 4 are detail views of contactdevices used in a switching instrument. Fig. 5 is a central verticalsection of a contact device on a locomotive for interacting with thetrack contacts. Fig. 6 shows diagrammatically track switchinginstruments and connections relating to the two ends of a section, inwhich the operating coils, of the polarized relays are adapted to beconnected in parallel with the coils for operating the looking devices.Figs. '7 and 7 constitute a diagram showing the connections betweenthree locomotives coupled together and a brakevan connected thereto.

On or about the railway track there are placed series of what maybetermed compound contacts 41, 42, 43, 44, 46, and 47 (Fig. 2). Each ofthe compound contacts shown consists of some suitable non-conducting material such as wood orthe like and has a top contact and side contacts51, respectively consisting of plates or the like of some suitableconducting material. Each compound contact has ramp ends and ramp sides.Each compound contact is bolted or otherwise firmly affixed to'thesleepers on or about the railway track and is preferably placed midwayof the track rails.

The compound contacts are divided into what 1 term signal contacts 41and 42 and stop contacts 43, 44, 46, and 47 respectively. The highestpart of the top surface of each of the stop contacts is, as shown,higher above the top surface of the railway track rails than is thehighest part of the top sur face of each of the said signal contactsabove the top surface of the railway track rails.

Thetwo side contacts 51 of each compound contact are connected togetherelectrically by a wire 140 (Figs. 1 1 and 1 so that either side 51 mayact when required as a conductor of electricity.

The contacts 50 and 51 of each compound contact are placed on a commonnon-conductor, but they may if desired be placed on separatenon-conductors.

. Each single railway track is divided into a continuous series ofsections or blocks such as U and l/V (Figs. 1 1 and 1 The said section Upreferably extends from station to station where suitable. and likewisethe section W. The track (except the terminal portions thereof) is alsodivided into a second and similar series of sections so arranged thateach two adjacent sections U and l/V of the first series are intersectedor overlapped by a section V of the second series, the section Vextending a suitable'distance each way from the junction of the saidsectionsU and TV a section X of the second series simisuchcontacts isconnected to switching instruments (hereinafter more fully described)Which are securely housed in suitable boxes or casings. Thus, as may beseen from Figs. 1 1 and 1, section U is provided with switchinginstruments at a and '6, section V at 0 and (1, section V at c and f,Section X at g and at the other end (not shown) of the section, and soon.

It is well known that in telegraphic practice, which it is intendedtofollow as far as practicable, the batteries are joined in series orparallel, as also are the coils of instruments such as relays and thelike, according to the resistance of the line circuits. Coils of theswitching instruments may therefore be inter-connected either in seriesor in parallel, the first method being illustrated in Figs. 1 1 and 1and the second in Fig. 6.

The switching instruments at a and Z) are joined by mains 100 and 101,and similarly the switching instruments at c and d are joined by mains100 and 101, and so on with each section.

In explanation of Figs. 1 1 and 1, it should be mentioned that one endof a single railway track protected by these improvements is intended tobe shown, section U illustrating the starting point in the arrangementof the various devices provided according to these improvements. The farend, from the starting point, of section U adjoins section TV, while anintermediate section V of the second series intersects or overlaps bothsections U and WV as shown, its instruments (at 0 and (Z) being placedwithin the sections U and "W respectively. Again the end of section TVremote from section U is shown similarly intersected by an intermediatesection X, the compound contacts of the near end only of said section Xtogether with the corresponding instrument at g being shown.

The section X is arranged similarly to the section V in regard to.sections of the first series, and the entire arrangement of the sectionsof the first and second series is similar to that as already describedwith regard to the sections U, W', V, and X.

It is intended that a train should be other.- wise protected by anyknown suitable means such as interlocked signals or the like whenentering on a section such as U, until it has proceeded a sufficientdistance along said section U to prevent a following train adaptedaccording to these improvements from running into the first mentionedtrain. At a terminal section such as U the series of compound contacts41, 42, 43, 44, 46, and 47 at the entering end of that section arepreferably followed closely by the corresponding series of compoundcontacts of the intersecting section V in order that a train enteringthe system may, as soon as possible, obtain the full protection affordedby the system, as it will as soon as it has passed over a suflicientdistance beyond the entering series of compound contacts of the firstintersecting section V to cause a train following it to be stoppedautomatically by the entering compound contacts of the terminal sectionU before colliding with the train that has first entered the system,even if the last mentioned train be stopped after traveling over saidsuflicient distance; consequently it is advisable to extend theprotection accorded by the known means, such as interlocking signals, sothat any train entering the section is protected thereby until it hadtraversed the aforesaid sufficient distance beyond the entering compoundcontacts of the first intersecting section V.

Each of the said boxes at a, b, 0, cl, 6, etc., comprises non-polarizedrelays having coils 105, 111, 117 and 124, and a polarized relay 60provided with an armature locking device, switches, and resistances withthe necessary connections as hereinafter mentioned.

Near one end of each section is a pair of signal contacts 41 and 42 andat a suitable distance therefrom, but farther within the section arestop contacts 43, 44, 46, and 47, while near the other end of the samesection is a similar pair of corresponding signal contacts 41 and 42 andstop contacts 43, 44, 46, and 47 correspondingly arranged in the reverseorder. The said signal contacts 41 and 42 are placed end to end butdivided by a length of non-conducting material sufficient for breakingthe electrical connection between these compound contacts and thelocomotive or train passing from signal contact 41 to signal contact 42for the purpose hereinafter mentioned. The said stop contacts 43, 44,46, and 47 near one end of a section and likewise the said stop contacts43, 44, 46, and 47 nearthe other end of the same section are similarlymounted on some suitable non-conducting material.

The signal contacts 41 and 42 at each end of sections such as U and WV(Figs. 1 1 and 1 are intended to be so placed that a train may carry onits ordinary shunting operations at the adjacent station without runningover the signal contacts 41 and 42 near that station, and the stopcontacts 43, 44, 46, and 47 are intended to be placed at such a distancefrom the relative signal con tacts 41 and 42 that a train may, on beingWarned on passing over the last mentioned signal contact 41 and 42, bestopped prior to running over any of the last mentioned stop contacts,and the other signal and relative stop contacts relating to the samesection are correspondingly arranged. The sig nal contacts and stopcontacts relating to sections such as V are similarly placed andarranged relatively to one another as regards warning a train on passingover a signal contact prior to running on to a relative stop contact.Again the distance between the nearest stop contacts of mutuallyintersecting sections such as U and V is intended to be such that trainsrunning in opposite directions on the same railway track may be stoppedbefore meeting one another if steam be shut 011 and brakes applied onboth approaching trains on passing over the respectiv stop contacts ontwo mutually intersecting sections such as U and V as aforesaid.

When a locomotive enters, for example, section U (Fig. 1 and makescontact with compound contact 41, the instrument at a being set for lineclearthat is to say, the contacts 69, 70, and carried by the extension64 of the armature 62 being in contact with the pendulum contacts 71,72, and 76 respectively-current will flow from a generator 175 on thelocomotive, by wire 228, contacts 155 and 156, thence again by wire 228,coils 183, by wire 226 to the fixed contacts 210 and 211, and wire. 225,insulated side arm 171 (the spring 172 controlling same (Fig. 5) beinginsulated from the casing 163), roller 173, contact plate 51 of thecompound contact 41, wire 102 to instrument at a. by wire 103 toinsulated bridge piece 69, pendulum contact 71, wire 104, coils 105(which, being energized, attract armature 84 and so break connectionbetween the compound contact 41 and the coils 60 and 68 at (a), thenceby mainlOO to the distant instrument at b, thence by wire 106, armature84, contact 88, bridging wire 135, contact 91, armature 87, wire 123,wire 122, coils 60, wire 120, lock coils 68, wire 119, wire 118,armature 86, contact 90, bridging wire 136, contact 89, armature 85,wire 112 and thence by main 101, and wire 142 back to top contact 50 ofthe compound contact 41.

Owing to the direction of the current through coils 60 at b a parallelpath comprising a resistance 95 is completed as follows; from wire 122,by branch wire 131, leading to resistance 95, which is in parallel withcoils 60 and 68, through wire 130, pendulum contact 76, and (contactplate 75 on extension 64 of armature 62 making contact with contact 76)contact plate 75, wire 129, and wire 128, which joins wire 119. returnpath from contact 50 is through roller 161, depending rod 160, contact164, contact 165, wire 229, to generator 175 on the locomotive. Thesection being clear and conditions normal, coils 183 attract armature214, breaking the normally closed circuit from generator 17 6 along wire227, contact 222- and insulated contact 221, wire 246, wire 230,armature 214, contact 215, wire 231, magnet 17 8, and back by wire 232to generator 176 so that the coils 178 are deenergized and there isconsequently released the armature 184 Which blows the line clear Thewhistle 185 and lowers the cab signal 186. When the train has passedover compound contact 41 and the circuit relating to controller magnet183 is consequently again broken, it results that the armature 214 fallson contact 215, and thus restores the circuit relating to magnet 17 8,so that armature 184 is again attracted, whistle 185 is shut oil",

and miniature signal 186 is raised.

When the locomotive makes contact with the contacts 50 and 51 of thecompound contact 42, for example, in section V near the instrument at c(Fig.1 the instrument at 0, being set for line clear, current will flowfrom the locomotive as in the case of compound contact 41, to contact51, thence along the wire 108, resistance 92, wire 109, to insulatedbridge piece 70, pendulum contact 72, through wire 110, coils 111 whichbeing energized attract armature breaking the connection between thecompound contact 42 and the coils 60 and 68 at c), to main 101, thenceto distant instrument at d, through Wire 112, armature 85, contact 89,wire 136, contact 90, armature 86, wire 118, wire 119, lock coils 68,wire 120, coils 60, wire 122, wire 123, armature 87 contact 91, bridgingwire 135, contact 88, armature 84, wire 106, thence through main 100 andwire 146 back to top contact plate 50 of compound contact 42.

Owing to the fact that the direction of current through the coils 60 at(Z is opposite to that of the current from the corresponding contact 41,and owing further to the release of armature 62 by the locking V-shapedprojection 66 of armature 67, which has been attracted by magnet coils68, a parallel path comprising a resistance 94 is completed as follows:from wire 119, by branch wire 128, wire 129, contact plate 75, and(contact plate 75 on extension 64 of armature 62 making contact withcontact 77) pendulum contact 77, wire 132, and the resistance 94 inparallel with coils 60 and 68, and through wire 133, which joins wire122. When, as stated, con tact plate 75 is in contact with pendulumcontact 77 contacts 69 and 70 are out of contact'and'contacts 71 and 72respectively,

The return path from contact 50101 compound contact 42 to the generator175 is the sameas in the case of contact 50 of the compound contact 41and the line clear whistle is similarly operated.

\Vhen a locomotive makes contact with the contacts 50 and 51 of thecompound c011- tact 43, for example, in section U near instrument at a,the instrument at a being set for line-clear, current will flow fromgenerator'17 5 on the locomotive as before to contact 51, thence bywires 140 and 113 to wire 102, and thence the path of the current isthesame as in the case of the path hereinbefore described in connectionwith compound contact 41, the return from the main 101 being by wires142 and 143 to contact 50 of compound contact 43, thence to saidgenerator 175 as hereinafter mentioned.

When a locomotive makes contact with the contacts 50 and 51 of thecompound contact 44, for example, in section V near instrument 0, theinstrument at 0 being set for line clear, current will flow fromgenerator 1.75 on the locomotive to contact 51, thence by wire 114 towire 108, and thence the path of the current is the same as in the case0]": the compound contact 42 as hereinbefore mentioned. The return frommain 100 is by wires 146 and 147 to contact 50 of compound contact 44,and thence to the said generator 175 as hereinbefore mentioned.

When a locomotive makes contact with the contacts 50 and 51 of compoundcontact 46, for example, in section V near the instru ment at e, theinstrument at 6 being set for line clear, current flows from thegenerator 175 on the locomotive to the contact 51 of the compoundcontact 46 as in the case of the compound contacts 41 to 44, thence bywire 140, wire 116, coils 124., of instrument at e (which beingenergized attract armature 87 so breaking connection between thecompound contact 46 and main 100 leading to distant instrument at f),through wire 122, coils 60, wire 120, lock coils 68, wire 119, wire 118,armature 86, contact point 90, wire 136, contact point 89, armature 85,wire 112, wire 101, and wires 142 and 148 to top contact plate 50 of thecompound contact 46 from which it started, and does not travel to thedistant instrument at The path from the contact plate 50 of the compoundcontact 46 is then to generator 175 as in the case of the compoundcontacts 41 and 43.

Owing to the direction 01": the current through coils 60 at e, aparallel path comprising a resistance 95 is completed as follows: fromwire 122, by branch wire 131, leading to resistance 95, which is inparallel with coils 60 and 68, through wire 130, pendulum contact 76(contact plate on extension 64 of armature 62 making contact withcontact 76), contact plate 7 5, wire 129, and wire 128, which joins wire119. The

section being clear and conditions normal as in the case of the compoundcontacts 41, 42, 43, and 44, the line clear whistle is again operated asbefore mentioned. Again when a.

locomotive is making contact with the contacts 50 and 51 of compoundcontact 47, for example, in section X near the instrument at 9, currentwill flow from. the locomotive to the contact 51 of the compound contact47 as in the case of the former compound contacts 41, 42, 43, 44, and46, thence by wire 125, resistance 93 of the instrument at g, coils 117(the current energizing coils 117 and so attracting armature 86 andbreaking the connection between compound contact 47 and the distantinstrument of the section X which is not shown) thence by wire 119, lockcoils 68, wire 120, relay coils 60, wire 122, wire 123, armature 87,contact 91, wire 135, contact point 88, armature 84, wire 106, wire 100,wire 146, wire 144, contact 50 of the compound contact 47, and thence togenerator 175 on locomotive as hereinbefore described.

Owing to the fact that the direction of the current through coils 60 atg is opposite to that of the current from the corresponding contact 46,a parallel path comprising a resistance 94 is completed as follows: fromwire 119, by branch wire 128, wire 129, contact plate 7 5, and (thecontact plate 75 on extension 64 of armature 62 making contact withcontact 77) pendulum contact 77, wire 132, and the resistance 94, whichthus is in parallel with coils 60 and 68, through wire 133, joined towire 122.

The foregoing description relates to the case when the coils 60 and 68are arranged in series as shown in Figs 1 1 and 1 The following will bethe working of the electromagnetic devices when the coils 60 arearranged in parallel with the coils 68 as shown in Fig. 6. If, forexample, the instruments at a and b (Fig. 6) are analogous as to theposition of their parts, to those shown at a and 7) (Figs. 1 and 1 then,when a locomotive passes over compound contact 41 or 43. near instrumentat a (Fig. 6) the current will flow, by a path like that shown inrelation to the instrument at a (Fig. 1 through the instrument at a(Fig. 6), and then through main 100 to distant instrument at 6 then (asshown in thick lines in Fig. 6) through the instrument at b by wire 106,armature 84, contact 88, bridging wire 135, contact 91, armature 87,wire 123, wire 122, contact 98, wire 120, lock coils 68, wire 119, wire118, armature 86, contact 90, bridging wire 136, contact 89, armature85, wire 112, main 101, wire 142, back to top contact 50 of therespective compound contact 41 or 43. Armature 67 is thus attracted bycoils 68 and brings contact 97 into contact 98 and thus parallels thecoils 60 with the lock coils 68 by completing a parallel. path from thecontact 98 through the contact 97, a wire 137, the coils 60, and a wire121 which joins the wire 119. Owing to the direction of the currentthrough coils 60, switches 69, 71, 70, 72, and 75, 76 are closed, thearmature 67 of lock coils 68 being in the unlocking position. Similarlywhen current arrives from compound contact 42 or 44, say at a (Fig. 6),it will flow, by a path like that shown in relation to the instrument at0 (Figs. 1 and 1 through the instrument at a (Fig. 6), and then throughmain 101 to distant instrument at Z2 then (as shown in thick lines inFig. 6 through the instrument at 6 by wire 112, armature 85, contact 89,bridging wire 136, contact 90, armature 86, wire 118, wire 119, lockcoils 68, wire 120, contact 98, wire 122, wire 123, armature 87, contact91, bridging wire 135, contact 88, armature 84, wire 106, main 100, wire146, back to contact 50 on the respective compound contact 42 or 44.Branching from wire 119 and joining wire 122 at contacts 97 and 98 (thearmature 67 being attracted by coils 68) is the parallel path comprisingwire 121, coils and wire 137. The armature 67 of the lock coils 68 isbrought into the unlocking position by the passage of current throughthe coils 68 and owing to the fact that the direction of the currentthrough coils 60 is opposite to that of the current from the contact 41at a and owing to the influence then exerted by the said current onarmature 62 and its extension 64 (which in the case of Fig. 6 areseparate, the former being pivoted at 96 and the latter at 63) theswitches 69, 71, and 70, 72, and 75, 76 are opened, and the contactplate 75 is in contact with the pendulum contact 77 and so places inparallel with the coils 60 the resistance 94, which is connected to thewire 122 by the wire 133 and to the wire 121 by the wire 132, thependulum contact 77, and the contact plate 75, and wires 129 and 128.

Contact of the locomotive with compound contacts 46 and 47 will operatethe near instrument in a similar manner to that shown for seriesconnection in instruments at e and g, respectively in Figs. 1 and 1 thatis to say, from 46 it will close and from 47 it will open the switches69, 71 and 70, 72, and from 46 it will close the switch 75, 76, and from47 it will close the switch 75, 77.

Both in the case of the apparatus shown in Figs. 1 1 and 1 and in thatof the apparatus shown in Fig. 6 according to the direction of thecurrent through the relay coils 60, which determines the position of thearmature 62 and its switching extension 64, either the resistance 94 orthe resistance 95 is placed in parallel with coils 60 by the contact ofthe contact plate 75 on the extension 64 with one or the other of thependulum contacts 77 or 76.

Both in the ease of a seriesinstrument (Figs. 1 1 and 1) and in the caseof a parallel instrument (Fig. 6) as above mentioned, the lockingarmature 67 is attracted and its V-shaped projection 66 is lifted awayfrom the corresponding V-shaped projection 011 the extension 64 of thearmature 62, so that the said armature 62 is free to move according tothe direction of the current when passing through the coils 60. WVhencurrent ceases to flow through coils 68 the locking armature 67 returnsunder the action of gravity to its normal position until current againflows through the coils 68 when a locomotive makes contact withv acompound contact as herein mentioned.

The purpose of the locking armature 67 v is to act as one of a series offactors of safety in looking the armature 62 in its last position aftercurrent has ceased to flow through the coils 60 as herein mentioned. Inlieu of the magnet 68 and the armature 67 there might be employed asolenoid coil and plunger.

The construction and arrangement of the contacts 50 and 51 of each ofthe compound contacts are such that the rod 160 andthe side arm 171 aresimultaneously in contact with a top contact 50 and a side contact 51respectively before the rod 160 is sufiiciently raised to remove thecontact 166 from the contact 168 for warning or the contact 167 forstopping as the case maybe, so that the controlling current can unlockthe switching extension 64 of the armature 62 and can also operate thearmature 62 before the contact is broken between the contact 186 and thecontact 168 or the contact 167 as the case may be.

One of the switches 69, 71, and 70, 72 is shown' in elevation in Fig. 3,while a contact piece 75 on the extension 64 of an armature 62 togetherwith the pendulum contacts 7 6, 7 7, by means of which the resistances95 and 94 are alternately shunted with the relay coils 60, is shown inelevation in Fig. 4. I

In Figs. 1 1 and 1 for the sake of clearness, the various paths of thecurrent when performing the different operations have been shown in thethicker lines on the sections U, V, W, and X. The closing of the distantswitches 69, 71, and 70, 72 from the compound contacts 41 and 43 isshown in section U, and the opening of the same from the compoundcontacts 42 and 44, in section V. The closing of the switches adjacentto the contacts from the compound contact 46, is shown in section W; andthe opening of the same from the compound contact 47, in section X.

From the foregoing description it can thus be seen that the instrumentsrelating to an unoccupied section such as U, V, l/V, or X (Figs. 1 1 and1 being in normal positionthat is to say, the switches 69, 71 and 7 O,72 being closed-a train entering such a section will, by reason ofmaking contact in the manner hereinbefore explained with the compoundcontacts 41, 42, 43, and 44 send the current alternately through theswitches 69, 71 and 70, 72 of the near instrument and thence alternatelythrough the mains 100 and 101, to the distant instrument, operatingthere the extension 64 of armature 62, which carries the bridge pieces69 and 70 of the switches of the distant instrument, keeping such closedor closing them when operating from the compound contacts 41 and 43, andopening the same when operating from the compound contacts 42 and 44,and, the train continuing over the compound contacts 46 and 47 near theentering end of the section, the operation of closing or keeping closedthe switches of the near instrument will be performed from the compoundcontact 46 and the opening of the same will be performed from thecompound contact 47, the mains 100 and 101 to the distant instrumentbeing cut out during the operation in the manner hereinbefore mentioned.

Similarly, when the train on running through the section is passing outoverthe compound contacts at either end the operations just describedare repeated in the reverse order, so that the closing of the switches69, 71 and 70, 72 of the near instrument is etl'ected from compoundcontact 46 and the final closing of the switches at the far or theentering end (relating to this train) from compound contact 41. Hence itfollows that from the time a train has opened switches 69, 71 and 7 0,72 at both ends of any section by making contact, in the manner hereinmentioned with compound contacts 42 and 47 respectively during itscourse along such section, until the closing of the switches of the nearinstrument on passing over the compound contact 46 when running out ateither end of the said section, it is protected in front and at therear, and that it is still protected at the rear until it finally closesthe switches of the distant instrument on proceeding and passing overthe final compound contact 41 owing to the establishment of thefollowing conditions.

The compound contacts 41 to 44 inclusive near the two ends of a sectionare disconnected (the switches 69, 71 and 70, 72 being open) from theinstruments relating to and controlling the sectionthat is to say, theyare non-conductors for the purposes of operating such instruments, untilthe train already upon the section has cleared it by closing theswitches 69, 71 and 70, 72 when pass ing out of such section overcompound contacts 46 and 41 respectively.

Hence it is clear that any other train attempting to enter such anoccupied section will, on passing over signal contacts 41 and 42 ateither end of the said section fail to complete the circuitshereinbefore described from its generator 175, through the controllermagnet coils 183 and side arm 171, and back through depending rod 160,owing to the fact that the switches 69, 71 and 70, 72 are open; Thecontroller magnet coils 183 not being energized, the armature 214 cannotbreak contact with contact 215-that isto say, cannot break the circuitfrom battery 176, through wire 227', contact 222, insulated contact 221,wire 246, wire 230, armature 214, contact 215, wire 231, magnet coils178, wire 232, back to battery 176, the breaking of which circuit causesthe falling of armature 184 against the stop 187 and thereby bringsabout the operation of the line clear whistle 185, and miniature signal186 and the armature 214 cannot complete the circuit from battery 176through wire 227, contact 222, insulated contact 221, wire 246, wire230, armature 214, insulated contact 219, wire 234, magnet coils 17 9,wires 235 and 232 back to battery. Further the path from battery 17 6through wire 227, contact 222, insulated contact 221, wire 246,insulated contacts 166 and 168, wire 244, wire 234, to magnet coils 179(relating to danger whistle 190) and wire 235, wire 232, back to battery176 is broken because, when roller 161 in passing over top contacts 50of signal contacts 41 and 42 raises depending rod 160 with attachedinsulated contact 166 against spring 162 (Fig. 5), the circuitconnecting the battery 176 on the one hand by wire 227, contacts 222,221, wire 246, to contact plate 166, and on the other hand by wires 232,235, coils 179, wires 234 and 244, to contact 168 is broken.Consequently magnet coils 179 are deiinergized so that armature 188falls and operates danger whistle 190 and miniature signal 189, thusgiving both audible and visual signals as to the state of the sectionahead. The armature 188 is replaceable by means of the handle 191.Should such sig nals be disregarded and the progress of the trainaforesaid remain unchecked, on reaching stop contact 43, whose topcontact 50 is higher above the rail level than the top con tact 50 ofsignal contacts 41'and 42, the do pending rod 160 with attachedinsulated contact 166 breaks contact with both contacts 168 and 167, andunless the section has in the interval been cleared-that is to say,unless switches 69, 71 and 70, 72 have been again closed at the momentthe train first on the section was leaving such section-the controllermagnet coils 183 still remain dei nergized and the line clear whistlesilent, but the danger whistle is operated as hereinbefore explained andboth the magnets 180 and 181 become deenergized owing to thenon-completion of either of the parallel circuits relating thereto andcomprising the battery 17 6. that is to say, the parallel circuitthrough wire 227, contact 222, insulated contact 221, wire 246, wire230, armature 214, insulated contact 218, wire 240, and (a) the magnet180, wires 241 and 232, and (b) the wire 242, the magnet 181, and thewires 239 and 232, and the parallel circuits through wire 227, contacts222 and 221, wire 246, insulated cont-acts 166 and 167, wire 245, and(a) wire 242, magnet 181, and wires 239 and 232, and (5) wires 242 and240, magnet 180, and wires 241 and 232. Thus the armature 192 of magnet180, being allowed to fall, operates, through lever 193, theintercepting valve in dome of the boiler shutting off steam, and alsobreaking the connection between controller magnet coils 183 andgenerator 17 5 through wire 228 at the contacts 155 and 156, and theconnection of the train wire 249 (hereinafter referred to) at thecontacts 200 and 201.

The armature 202 of magnet 181 in falling operates the interceptingvalve 204 of the fluid pressure brakes (the brakes of the train being ofa known continuous automatic type) through lever 203, thereby applyingthe brakes and pulling up the train without interference with thedrivers brakehandle 205. The breaking of wire 228 at contacts 155 and156 insures that, from the commencement of the braking or stoppingperiod at compound contact 43, the generator 175 is inoperative untilthe replacement of armature 192 is effected.

It will be seen that brakes may be applied on the train without shuttingoff the steam that is to say, the power by which the train is driven; inthat case the parts required for shutting off the 'steam or other powermay be omitted.

From the foregoing statements it is clear that the train first upon asection and effecting operations as herein mentioned controls the saidsection and prevents approaching trains from proceeding along it morethan a distance determined by the position of the stop contacts 43 and44, on the said section. It is shown in Figs. 1 1 and 1 that allsections such as U, V, etc., are intersected by other sections such asV, X, etc., which insures that a definite space factor or headway alwaysexists between trains on the same track whether they are traveling inthe same direction or the opposite directions.

As hereinbefore described, a train passing over compound contacts 42,44, and 47 on running along a section such as U, V, W, etc., opens theswitches 69, 71 and 70, 72 of the instruments relating to the sectionand does not finally close them until passing out over compound contacts46 and 41 at the distant end of the section. Hence any following trainon approaching such an occupied section will be warned on signalcontacts 41 and 42 and, if such warning be unheeded, will have steamshut off and its brakes applied automatically on passing over stopcontact 43 as before explained.

It follows that when two trains traveling in opposite directions on thesame track are approaching each otherone on the section U and the otheron the section W and both approaching the section V (Figs. 1 1 and 1)from the time of passing over the compound contacts 42 at the enteringends of the two sections U and W respectively they are protected by theswitches 69, 71 and 70, 72 at the distant ends of these sections, butthe first of the trains to reach a compound contact of the section Vsaythe train on Uopens the switches at the farther end of the section V,thereby warning the driver of the other train when it arrives oncompound contacts 41 and 42 of section V and stopping the last mentionedtrain on arriving at the succeeding compound contact 43 of section V.

The first train proceeding clears the section U on passing out overcompound contacts 46 and 41 respectively, but on running along section Vthe driver is warned both visually and audibly of the presence of thestopped train in the section when passing over signal contacts 41 and 42of the section 1V and steam is shut off and brakes applied automaticallywhen passing over compound contact 43, so that the train is thus stoppedif the'warning so given has been unheeded. Hence by intersecting twosections such as U and W by another similar section such has V, thedistance between trains running in any direction or directions on thesame track can be kept at any desired minimum which can be insured bycorrespondingly. fixing the distance between a set of stop contacts ofany'intersecting section and the adjacent stop contacts of the sectionsthat it intersects.

The sections U, W, etc., and the sections V, X, etc., are mutuallyinterlocked, or, as I term it, they are automatically interlooked.

The foregoing description assumes that all instruments and appurtenancesconnected therewith are in a state enabling them to perform thefunctions attached to them during normal working, but should therearise, through failure of instruments or wires or breakage of mechanismor parts, conditions such as hereinafter mentioned likely to afiect thesafe Working of trains under this system, they would be met by theintroduction of a further factor of safetynamely, what may be termed theinterlocking of the controller magnet 183 (Fig. 1 with the circuitsoperating the danger whistle, throttle, and brake magnets respectively'in such a manner that unless normal or safe conditions prevail, warningis given by whistle and steam is shut off and brakes are applied, ashereinbefore mentioned.

The armature 214 of the controller magnet 183 is retained by its weightand adjustable tension spring 216 against the con tact 215 until thecurrent rises in the coils 183 to the value required to operate normallythe instruments relating to the sect on,- as hereinbefore explained. henthe current passing through the coils 183 is of what I herein term apredetermined normal strengthi. 6., a strength whose lower limit isdetermined by the weight ofthe armature 214 and the strength of thespring 216 :2 n d whose upper limit is determined by the weight of thepivoted arm 220 and the strength of the spring 223it attracts thearmature 214 from the contact 215 and holds it against the insulatedcontacts 218 and 219, relating to the alternative circuits, and locatedon the pivoted arm 220, and the insulated contact 221 is kept pressedagainst the contact 222 by the tension of the adjustable spring 223.

When the current energizing the controller magnet coils 183 exceeds thepredetermined normal strength, the increased pull on the armature 21 1results in the raising of the arm 220 against the tension of theadjustable spring 228 and the consequent breaking of the contact betweencontacts 221 and 222, thus opening the circuits including generator 176and the magnet coils 179,

180, and 181 respectively, and thereby deenergizing them, and blowingthe danger whistle, shutting off steam and applying brakes ashereinbefore described. It will further be seen that magnet coils 178are also de'e'ncrgized and the line clear whistle 185 is blown and theminiature signal 186 is lowered. This combination of operations servesto indicate the nature of the failure of the apparatus, as it occursonly when the current through coils 183 is in excess of the normalstrength. 7

Provision is made for detecting any departure from normality in theoperation of a switching armature 62 when a train is in contact with acompound contact through which it ought to be operated. For thisourpose, resistances 92 and 93 are inserted in series and theresistances 9 1 and 95 in parallel with the coils 69 in the followingmanner, so that, unless the operation is normal, the strength of thecurrent flowing through the controller magnet 188 will be greater orless than normal and an indica- Lion of abnormality will be given.

When a locomotive passes over the compound signal contact 11 near eitherend of a section, the current travels out from generator 175, throughswitch 69, 71, magnet coils 105, to the distant instrument relating tothat section which, with the switches 69, 71 and 7 0, 72 in the closedposition, has its coils 60 and 68 in parallel with resistance 95 (whosevalue is greater than that of the resistance 91). The current thenflowing from generator 175, through controller coils 183, coils 105, andthe coils 60 and 68, and also through the resistance 95, which is inparallel with the coils 60 and 68, is inversely proportional to thetotal resistance of the circuit, and, for the purpose of contact 41, maybe called the normal working current, the armature 214 being adjusted tobe lifted at this value and make the alternative circuits throughcontacts218 and 219 as hereinbefore mentioned (Figs. 1 7 and 7 Onpassing over compound contact 42 the path is out through the coils 111to the distant instrument, whose armature 62, swinging over, parallelsthe resistance 941 with the coils 60 and 68. The resistance 94: having alower value than the resistance 95 previously placed into parallel, theresistance resulting from the combination of the coils 60 and 68 inparallel with the resistance 91- (as when the switches 69, 71 and 7 O,72 are open and the switch 75, 77 is closed) is lower than theresistance resulting from the com-- bination of the coils 60 and 68 inparallel with the resistance 95 (as when the switches 69, 71 and 70, 72and 75, 76 are closed). 011 this account what may be termed thecomplementary resistance 92 is placed in the circuit including thecompound contact 12 or 1 1 and what may be termed the complementaryresistance 93 is placed in the circuit including the compound contact17, so that as the contacts 4L2, 11, open the switches 69, 71 and 70, 72and close the switch 75, 77 of the distant instrument and the compoundcontact 417 opens the switches 69, 71 and 70, 72 and closes the switch75, 77 of the near instrument, the train on passing over and makingcontact with the contacts 51 and 50 of the compound contacts 41 to r7inclusive in turn sets up, by the swinging of a corresponding armature62, a working balance between the resistances, maintaining the normalworking current at constant value or approximately so through thecontroller magnet coils 188, and adds a further factor of safety in thatthis state of balance can be maintained only while everything pertainingto the circuit containing generator 175 is in order. In this way Iautomatically eifect what may be termed an electrical balance.

The values of the resistances 92, 93, 94-, and 95 and of the resistanceof the coils 60 and 68 are such that not only, as above stated, do thecomplementary resistances 92 and 93 correspond to the difference betweenthe resistance resulting from the combination of the coils 60 and 68 inparallel with the resistance 9 1 and the resistance resulting from thecombination of the coils 60 and 68 in parallel with the resistance 95,but when the coils 60 and 68 are not paral leled by the resistance 94:or 95 or when the wrong resistance 9% or 95 is paralleled therewith, acurrent passes through the magnet 183 of a value suliiciently below, orabove, the normal value as to cause the armature 214:, or the armature214: and the arm 220, to be operated as hereinbefore described toproduce a warning or a stopping operation on the train. For instance,assume, a train to be passing over the compound contacts of a sectionwhere one or each of the instrumentssay through failure of the lockingarmature 67 to operateis unable to swing its pivoted armature 62. Then,when the train makes contact with the compound signal-contact 42, if thearmature 62 of the distant instrument remains immovable with itsswitches 69, 71 and 70, 72 and 75, 76 closed, a current will pass fromthe train through the complementary resistance 92, which is then inseries with the coilsand 68 combined in parallel with the resistance 95(having the greater value) of the instrument at the farther end of thesection, and the resistance of the circuit will consequently exceed thenormal by the value of the resistance 92, and the current through thecontroller coils 183 will not be sulficient to attract the armature 214to make the circuits hereinbefore stated to be alternative to those thatare broken by the depending rod 160 at the contacts 167 and 168, and thedanger whistle will be blown; while similarly on making contact whenpassing over the near stop contact 14C the danger whistle will be blownand steam will be shut off and brakes applied as hereinbefore explained.

If the instrument near to the train running on a section be so fixedthat its switches 69, 71 and 70, 72 are closed and remain immovable, asimilar set of conditions arises on passing over compound contact 17with the same resultsthe danger whistle is blown and the train isstopped as hereinbefore mentioned.

If the far instrument be so fixed that its switches 69, 71 and 70, 72remain open and the switch 75, 7 7 closed when the train running alongthe section makes contact with the signal contact 41, then, if theswitch 69, 71 of the near instrument remains closed, current will flowfrom the train to the distant instrument, whose coils 60 and 68 arecombined in parallel with the lowervalue resistance 9% (thecomplementary resistance 92 is in series with compound contacts 42 and14:), and, the resistance of the circuit being lower than normal by thevalue of the resistance 92, the current through the controller magnetcoils 183 will exceed the normal working current by an amount which willraise the armature 211 sufliciently to raise the arm 220, breaking theconnection between the contacts 221 and 222, and, as hereinbeforeexplained, disconnecting the generator 176 from the magnet coils 178,179, 180, and 181, which are therefore deenergized. Consequently thewhistles 185 and 190 are blown, the miniature signals 186 and 189 areoperated, steam is shut off, and the brakes are applied as hereinbeforedescribed. Should, owing to any accident, neither of the switches 75, 76 and 75, 77 be closed when one or the other of them should insert intoparallel one of the resistances 91 and 95, the controlling currentthrough the magnet 183 would be less than normal because the resistanceof the circuit would be greater than normal and a warning or stoppingoperation would be effected on the tram as hereinbefore described.

A short circuit 1 occurring between the mains 100 and 101 or in any partof the circuit containing the generator 17 5 either on the track or onthe train produces an abnormal rise of current through the controllercoils 183 which are in thecircuit of the generator 17 5. Consequentlythe armature 214: is attractedsufliciently to raise the arm 220 and thusbreak contact between the contacts 221 and 222, and to open the parallelcircuits relating to the line-clear whistle 1.85 and signal 186, thedanger whistle 190 and signal 189, the throttle lever 193, and the brakelever 203 respectively. Thus the whistles are blown, steam is shut off,and brakes are applied as hereinbefore explained.

If the continuity of the circuit containing generator 175 and controllercoils 183 is broken owing to the breakage or displacement of any wire orcontact material thereto, the alternative circuits hereinbeforedescribed are not made when the depending rod 160 is raised on thepassage of a train over a signal contact, and the danger whistl isblown. If the circuit is still open when contact is being made whenpassing over a stop contact, steam is shut off and brakes are applied ashereinbefore described.

I use the term controller to designate the part of the train apparatuscomprising the magnet coils 183, their armature 214, which is normallyretained in position by a spring 216 so that the armature 214: makescontact withthe contact 215, the insulated contacts 218 and 219 on thearm 220 adapted to make contact with the armature 21 1'when the magnetcoils 183 are suiiiciently energized as herein mentioned, and a spring223 attached to the arm 220 whereby contact between the insulatedcontacts 221 and 222 is insured under normal conditions. The saidcontroller is thus adapted as herein de-' scribed to meet a conditionwherein there flows either no current or current not suliicient to causethe said armature 21.41 to complete the alternative circuits as hereinmentioned, and also to meet a condition wherein the How of an abnormalcurrent owing to a short circuit or to the wrong position of a switcharmature 62, energizes the coils 183 suliiciently to break contactbetween the contacts 221 and 222 for the purposes here in mentioned. 7

It is intended that brakevans or the like as well as locomotives shouldbe adapted according to these improvements as a further factor ofsafety. The brakevan or like vehicle is adapted similarly to thelocomotive except that parts that are not required are omitted. q a 1With a view to rendering the apparatus of as wide a utility aspracticable, provision is made forenabling the coupling of two or morelocomotives together for hauling a train. When two or more adaptedvehicles are coupled together, itis obvious that one only shouldcontrol, and therefore for the purpose of coupling or connectingtogether two or more locomotives equipped with the appurtenanceshereinbefore described either alone or in connection with other vehiclesconstituting a train therewith, and still preserving the flexibility ofoperation and safety in working sought in this system, the train wires248 and 249 (in especially Figs. 7 and 7 are provided, which extendthroughout the length of such series of vehicles (locomotives,carriages, wagons, brakevans, or like rolling stock) which may becoupled together to constitute a train, it being intended that thesetrain wires 248 and 249 should be joined between vehicles by anysuitable connectors so as to provide a continuous path from the front oroperating locomotive (hereinafter referred to as the pilot locomotive)through any other vehicle or vehicles (hereinafter referred to as thesucceeding vehicles) forming part of such a train as hereinafterdescribed. On each locomotive so fitted the wire 248 has branching fromit the wire 252 (Figs. 1 7 and 7 connected to the movable arm of switch206, while the path through the wire 249 is continuous through thecontacts 201 and 200 only when the armatures 192 of the severallocomotives are attracted by the magnet coils 180. A branch wire 253leads from wire 249 to magnet coils 182 which on the other sidearejoined by wire 254 to contact 207, while contact 208 is connected withthe train wire 249 through wire 251, the generator 177, and wire 250.

When two or more locomotives are coupled together or to other vehiclesas shown diagrammatically in Figs. 7 and 7 the driver of the pilotlocomotive I by throwing the switch lever 206 over from its normalpositionz'. 6., from contact 207 over to contact 208-connects thegenerator 177 by wire 250 to train wire 249 and through wire 251,contact 208, switch lever 206, and wire 252 to the train wire 248, sothat current will be sent out from generator 177 on the pilot enginethrough the train wires 248 and 249 to the coupled locomotives II andIII and other vehicles forming the train, to the brakevan IV, where thecurrent through the train wires energizes magnet 182, while thecorresponding magnets 182 on the coupled locomotives II and III areplaced into parallel by wires 253 con necting them with train wire 249,and wires 254' connecting them through contact 207, switch lever 206,and wire 252 with the train wire 248. On each locomotive or othervehicle behind the pilot locomotive, the magnet 182, being energized,attracts thearmature 209, thereby breaking at contacts 210 and 211 thecontinuity of the path from generator 175 to the roller 173 of side arm171 with attached tension spring 172 (insulated at 170 from thedepending rod casing 163). The circuit containing generator 175 beingthus broken on each coupled locomotive or brakevan owing to the actionofthe driver on the pilot locomotive switching the generator 177 thereofto the train wires 248 and 249, it follows that on the coupledlocomotives and brakevans neither can the line clear whistle be operatednor can the respective alternative circuits hereinbefore describedrelating to the respective steam throttle and brake magnets be made bythe controller coils 183 on the coupled locomotives and brakevans, whentheir depending rods 160 are raised on passing over compound contactsand break at contacts 167 and contacts 168 the circuits just mentioned.

lVhile the magnet 182 on each succeeding vehicle by attracting thearmature 209 keeps the controller circuits on each of the succeedingvehicles open as explained, it at the same time, owing to the fact thatthe contact plate 237, makes'contact with contacts 212 and 213, closestwo other circuitsnamely, ((1.) the circuit from the battery 17 6 towire 227, contact 222, insulated contact 221, wire 246, wire 256,insulated con tact plate 237, contact 212, wire 236, wire 234, magnet179 relating tothe warning device, and thence as hereinbefore describedback to battery 176, and (b) the circuit from the battery 176 to wire227, contact 222, insulated contact 221, wire 246, wire 256, insulatedcontact plate 237, contact 213, wire 238, wire 242, magnet 181, whichoperates the brake lever, and in the case of succeeding locomotives bywire 238, wire 242, wire 240, magnet 180 which operates the steamthrottle, and from magnets 181 and 180 respectively in the mannerhereinbefore described back to the generator 176. These circuits arealternative to those which are made at the contacts 218 and 219 when thegenerators 175 energize the coils 183 but which cannot be made on thesucceeding vehicles owing to the operation of the switch lever 206 onthe pilot locomotive and the consequent breaking of the circuit throughthe coils 183 on the succeeding vehicles. Inasmuch as the completion ofthe said alternative circuits through contacts 212 and 213 depends uponcurrent from the generator 177 of the pilot engine, it is obvious thatfailure of this generator 177 or of the train wires 248, 249 would (bydei nergizing mag net coils 182) result in rendering operative thesafe-running apparatus on the succeeding vehicle, because the circuitsfrom their armatures 209 would no longer close the alternative circuitsand break the circuits of the generators 175, so that when necessary thewarning and stopping devices on each succeeding vehicle would beoperated in the manner hereinbefore described.

The train wires 248, 249 extending attraction of armature 209 (Fig. 7 bymagnet coils 182 will, as in the case of a succeeding locomotive, breakthe circuit between generator 175 and side rod 171, and simultaneouslyprovide the alternative circuits to magnets 179, 180, and 181. In such abrakevan or other vehicle, the armature 184 is in circuit with a gong orbuzzer 260 (taking here the place of the line clear whistle 185 of alocomotive) and with the generator 176 through wire 267, contacts 262and 263, wire 268, terminals 269 and 270, and wires 271 and 232.Similarly armature 188 is in circuit with the gong 0r buzzer 261 (whichhere takes the place of the danger whistle 190 of the locomotive) andwith the generator 176 through wire 267, wire 278, contacts 264; and265, wire 2741, terminals 275 and 276 and wires 277, 235 and 232. Thefalling of either armature. 184 or armature 188 will set going thecorresponding gong or buzzer 260 or 261, and will operate the miniaturesignal 186 or 189 attached to and operated by the said armatures 184C or188, thus giving both audible and visual signals.

In the diagram Fig. 7 the pilot engine I traveling in the direction ofthe arrow, is shown in contact with compound contact 42 and it isassumed that another train is on the same section. The switchinginstrument near this pilot engine being therefore set for danger ashereinhefore described, the armature 188 of the pilot engine is shownlowered, while the danger signal 189 is up and the danger whistle 190 isbeing blown.

By the term train used herein, unless otherwise inconsistent I mean anylocomotive, carriage, car, wagon, brakevan or like vehicle or rollingstock or any combination thereof adapted according to theseimprovements.

A train may consist of one or more vehicles adapted as aforesaid, andany adapted train may be coupled to any adapted or unadapted vehicles.

As hereinbefore explained the coils 60 and 68 are shown in series inFigs. 1 1 and 1, but in parallel in Fig. 6, this alteration inarrangement being to suit the variations in lineresistance according towell-known telegraphic practice. If series instruments and parallelinstruments have to be operated by the same generators 175, since, inthe case of parallel instruments, the current through the coils 60 isless than in the case of series instruments, the parallel instrumentsmust be more sensitive than the series instruments. To secure thisgreater sensitiveness,

and the requisite quick operation of the armature of a parallelinstrument, the polarized armature 62 (Fig. 6) is preferably pivoted onsupport 96 and loosely hinged at 79 to the extension 64 which in thatcase is pivoted at 63. I I

The switches 69, 71, and 70, 72 are aHiXed to supports 73 and haveadjustable stops 7+1 (Fig. 3) to prevent the'parts 71 and 72respectively of the said switches from swinging over sufficiently tocomplete contact with the corresponding parts 69 and 70 of the switchesthat is when the parts 69 and 70 have not been moved so as to come intocontact with the parts 71 and 72 respectively. Similarly the switches75, 76, and 77 are provided with adjustable stops 78 (Fig. 1).

It will be seen on referring to the drawings that the instrumentsrelating to the ends of a section are connected by one metalliccircuiti. 6., by mains 100 and 101, but, as in telegraphic and otherknown practices, part of the circuit may, where suitable, consist ofearth and usual earth plates, etc.

Each locomotive according to the drawings has three generators ofelectricityviz., 175, 176, and 177. If desired a smaller number ofgenerators may be used in the known way for the purposes of theseimprovements. These improvements provide a means, which I term anegative system for preventing collisions between railway trains becausethe failure of the passage of a normal current through the controller ofa train prevents the train from proceeding in the manner hereinbeforedescribed. A train is prevented from traveling along a section both whenthe section is occupied and when the train itself does not properlyoperate the track instruments of the section.

The means for shutting off'steam and for applying the brakes are inaccordance with this negative system in that steam is prevented frombeing shut off only provided that the magnet 180 remains always dulyenergized, so that failure of the magnet 180 to hold its armature 192enables the said armature 192 under the action of gravity in falling tocause the closing of a valve by means of lever 193, thus shutting offsteam on the locomotive irrespectively of the drivers lever 196, and ina like manner the brakes are applied on the train when the armature 202'falls under the action of gravity when its magnet 181 is deenergized,and operates the lever 20 3 of the valve 204. The said magnets 180 and181 with corresponding armatures 192 and 202 respectively are preferablyplaced in suitable boxes and locked,

the key being preferably in the possession of the guard or some similaroflicial.

The current from the generator 175 is led by its conductor 228 in such amanner that the falling of the armature 192 normally held by the magnetcoils 180 will break the circuit relating to the said generator 17 5, sothat the said generator is unable to operate on the instruments relatingto the section.

The miniaturesignal 186 is normally in the horizontal position but whenthe line clear whistle 185 is blown the said signal 186 is lowered; butin the case of the miniature signal 189 the same is normally lowered andwhen the danger whistle 190 is blown, the said signal 189 is raised.

V] hat I claim is 1. In a train-controlling system, track contactsarranged at two ends of a section of track, a safety-device carried by atrain and adapted to be operated by non-electrical force, a contactingdevice carried by said train and adapted normally to assume a positionto prevent the operation of said safety-device, but adapted to be movedby track contacts at both ends of said section out of said position soas to allow the oper ation of said safety-device, an electromagneticdevice carried by said train and adapted on the completion of itscircuit to prevent the operation of said safety-device when saidcontacting device is moved as aforesaid, current paths located on saidtrack for said track contacts respectively, two electromagneticswitching instruments which are connected togethe 1 and the armatures ofwhich normally keep closed said current paths respectively, other trackcontacts located at the ends of'said section and farther within saidsection than the aforesaid track contacts and adapted by contact withsaid contacting device to complete circuits through said switchinginstruments and thereby to operate said armatures so as to break saidcurrent paths.

2. In a train-controlling system, apparatus comprising a warning deviceand a stopping device carried by a train and both tending to come intooperation, a contacting device carried by said train and adaptednormally to prevent the operation of both said devices but adapted toallow of their respective operations when given different displacements,track contacts adapted to give said contacting device said differentdisplacements, and electromagnetic means on the train for preventing theoperation of each of said warning and stopping devices on theenergization of said electromagnetic means when said contacting deviceis correspondingly moved by said track contacts.

8. In a train-controlling system, a safety device carried by a train,track contacts adapted when said train makes contact therewith toactuate said safety device, and an electromagnetic device on said trainwhich is adapted, when energized when the train is in contact with oneof said track contacts by a current whose strength is betweenpredetermined limits, to secure the location of its moving part in aposition to prevent the operation of said safety device, but not tosecure the location of said moving part in said position if the strengthof said current is above or below said predetermined limits.

4. In a train-controlling system, electrical track-affecting meanscarried by a vehicle, electrical track-affecting means carried byanother vehicle coupled to the aforesaid vehicle, an electromagneticdevice located on the last mentioned vehicle and adapted when energizedto switch out and so render said electrical track-affecting,means on thelast mentioned vehicle inoperative, an electrical circuit located partlyon each of said vehicles and including said electromagnetic device, andmeans for breaking and closing said circuit.

5. In a train-controlling system comprising over-lapping blocks, at eachend of each of said blocks a series of track contacts including a trackcontact adapted to actuate a safety-device on a t ain, and for eachblock two electromagnetic switching instruments electrically connectedwith each other and pertaining respectively to the two series of trackcontacts at the ends of the block, and electrical connections adapted toenable a train by making contact with the inmost track contact of a saidseries, to complete an electrical circuit through the said instrumentpertaining to the last mentioned se ries and thereby to render operativethe safety-device actuating track contact of the last mentioned series,by making contact with the inmost but one track contact of the lastmentioned series to complete another electrical circuit through the lastmentioned instrument and thereby both to render in operative the lastmentioned safety-device actuating track contact and also to connect theoutmost but one and the outmost track contacts of the last mentionedseries with said instrument pertaining to the other said series andthereby to enable a train by contact with said outmost but one trackcontact to complete an electrical circuit and thereby to renderoperative said safety-device actuating track contact pertaining to saidother series and by contact with said outmost track contact to completeanother electrical circuit and thereby to render inoperative the lastmentioned safety-device actuating track contact.

G. In a train-controlling system comprising over-lapping blocks, at eachend of each of said blocks a series of track contacts including a trackcontact adapted to actuate a safety-device on a train, and for eachblock two polarized electromagnetic switching instruments electricallyconnected with each other by a single pair of conductors and pertainingrespectively to the two series of track contacts at the ends of theblock, and electrical connections adapted to enable a train by makingcontact with the inmost track contact of a said series, to complete anelectrical circuit through the said instrument pertaining to the lastmentioned series and thereby to render operative the safety-deviceactuating track contact of the last mentioned series, by making contactwith the inmost but one track contact of the last mentioned series tocomplete another electrical circuit through the last mentionedinstrument and thereby both to render inoperative the last mentionedsafety-device ac tuating track contact and also to connect the outmostbut one and the outmost track contacts of the last mentioned series withsaid instrument pertaining to the other said series and thereby toenable a train by contact with said outmost but one track contact tocomplete an electrical circuit and thereby to render operative saidsafety-device actuating track contact pertaining to said other seriesand by contact with said outmost track contact to complete anotherelectrical circuit and thereby to render inoperative the last mentionedsafety-device actuating track contact, said connection being adapted tocause current tobe sent in opposite directions along said single pair ofconductors when a train makes contact respectively with the outmost andthe outmost but one track contacts of either series of track contacts.

7 In a train-controlling system, a track contact with which trains areadapted to come into contact, an electromagnetic trackcontrollinginstrument electrically connected with said track contact and adapted tohave its moving part set by current sent there through when a trainmakes contact with said track contact, means located on the track forcausing the strength of said current to be of normal value if saidmoving part is then located in the for-the-timc-being correct positionand to differ from said normal value if said moving part is not thenlocated in the for-the-time-being correct po sition, and on a train anindicating device adapted to be traversed by said current and to give anindication when the strength of said current differs from said normalvalue.

8. In a train-controlling system, track contacts with which trainsareadapted to come into contact, polarized electromagnetic trackcontrollinginstruments electrically connected with said track contacts, each ofsaid instruments being adapted to have its moving part set in twopositions by current sent therethrough in opposite directions when atrain makes contact with two of said track contacts successively, thecircuits adapted to be traversed by said current when said train is incontact with said two track contacts comprising a lead and a returnconductor common thereto, means located on the track for causing thestrength of said current to be of normal value if said moving contactswith which a train is adapted to 7}} come into contact, anelectromagnetic trackcontrolling instrument electrically connected withsaid track contacts, means adapted when a train makes contact with wesaid track contacts successively to complete two circuits of equalvoltage through said train and said instrument and thereby to cause totraverse said instrument current-s tending to set the moving partthereof in two extreme positions respectively, two resistances ofdifferent values adapted to be connected in parallel with a portion ofeach said circuit by the location of said moving part in said twopositions respectively, the resistance of the portion of a said circuitnot so paralleled being in the case of one of said track contactsgreater than in the case of the other said track contact, so as, withthe resistance of the remaining portion produced by the paralleling ofthe resistance corresponding to the track contact in question, toproduce equal total resistances in the two cases, and

,on said train an indicating device adapted to be traversed by saidcurrents and to produce an indication when the strength of the currentpassing therethrough difi'ers from a normal value resulting from suchtotal resistance.

10. In a train-controlling system, track contacts with which trains areadapted to come into contact, electromagnetic trackcontrollinginstruments electrically connected with said track contacts, each ofsaid instruments being adapted to have its moving part set by currentsent therethrough when a train makes contact with one of said trackcontacts, means located on the track for causing the strength of saidcurrent to be of normal value if said moving part is then located in thefor-the-time-being correctv position and to difl'er from said normalvalue if said moving part is not then located in the for-the-time-beingcorrect position, and, on a train a device adapted to be traversed bysaid current and to effect the stoppage of the train when the strengthof said current differs from said normal value.

11. In a train-controlling system.a safetydevice carried by a train, atrack contact adapted when said train makes cont-act therewith toactuate said safety-device, an electromagnetic device on said trainwhich is adapted, when energized when the train is in contact with saidtrack contact by a current whose strength is between predeter-

